IRELAND'S LEADING COMMERCIAL VEHICLE MAGAZINE MAY 2020
INSIDE
Renault Range C 430.32 8x4 Hook Loader
DIARY DATES: Revised listing Events & Exhibitions INTERVIEW: With Bruno Blin, President, Renault Trucks' PROFILE: Tom Duffy's Circus LAUNCH PAD: MAN TGX & Volvo Trucks MILESTONE: Generations of Volkswagen Caddy LONG TERM TEST: LDV V80 FEATURE: Tatra Trucks
2 | DIARY DATES
Revised Events & Exhibitions Dates 2020 as a result of COVID-19 DATES
VENUE
WEBSITE
9-11 March 2021
Stuttgart Trade Fair Centre, Germany
www.logimat-messe.de
Chief Fire Officers’ Association Conference Postponed
TBA
Lyrath Estate Hotel, Kilkenny
www.cfoa.net
ITF 2020 Summit
27-29
Leipzig Germany
www.itf-oced.org
Tip-Ex/Tank-Ex 2020 Cancelled: NOW 2021
28-30
Harrogate Convention Centre
www.tip-ex.co.uk
Connaught Truck Show 2020 Cancelled: NOW 2021
31
Claremorris Equestrian Grounds
www.fleet.ie
FTAI Transport Manager – Postponed: New Date
18
Johnstown Estate Hotel, Enfield
www.ftai.ie
Hillhead 2020 New Date 2021
22-24
Buxton, Derbyshire, UK
Full of the Pipe 2020
4-5
Punchestown, Kildare
Ireland West Truck Show Cancelled: NOW 2021
12
Shrule, County Mayo
Hannover Messe/IFOY Awards Cancelled: NOW April 2021
13-17
Hannover, Germany
Intralogistex 2020 Postponed: New Date
28-29
Ricoh, Coventry UK
www.intralogistics.co.uk
UKIFDA Expo 2020 (FPS) Postponed: New Date
18-19
Exhibition Centre, Liverpool
www.fpsshow.co.uk
Tipperary Truck Show (Dualla)
23
Cashel, Co. Tipperary
www.duallashow.ie
Motor Transport Awards 2020 Postponed: New Date
27
Grosvenor House Hotel, London, UK www.mtawards.co.uk
IRX & EDX (Internet Retailing & eDelivery Expo) Cancelled
2-3
NEC Birmingham, UK
www.internetretailingexpo.com
89th National Ploughing Championships
15-17
Ballintrane, Fenagh, Co. Carlow
www.npa.ie
IAA CV Show 2020
24-30
Hannover Messe, German
www.vda.de
Supply Chain & Logistics Summit & Expo 2020
24-26
Hilton, Antwerp, Belgium
www.sclsummit.com
Fleet Transport Awards 2021
1
Citywest Hotel, Dublin
www.fleet.ie
Paris Motor Show Cancelled
1-15
Paris Expo, France
www.mondial-paris.com
Motorhome & Caravan Show
15-20
NEC, Birmingham
www.cmshow.co.uk
Euro Bus Expo Cancelled: NOW 2021
3-5
NEC, Birmingham, UK
www.eurobusxpo.com
Multimodal 2020 Postponed: New Date
4-6
NEC, Birmingham
www.multimodal.org.uk
UKWA Postponed: New Date
10
Dorchester Hotel, London, UK
www.ukwa.org
CTTC Coach & Bus Show Cancelled: Now 2021
20-21
RDS Simmonscourt Pavilion, Dublin
www.cttc.ie
EVENT March 18th LogiMAT 2020 – Cancelled: NOW 2021 May
June
www.hillhead.com
July Kevin – 086 0850015 www.irelandwest-truckshow.com www.messe.de
August
September
October
November
FLEETTRANSPORT | MAY 20
Contents MAY 20
Fleet Transport Magazine, D’Alton Street, Claremorris, Co. Mayo, Ireland. F12 E7P2 Tel: +353 (0)94 9372819/ 9372826 Fax: +353 (0)94 9373571 | Email: enquiries@fleet.ie Subscription Hotline: 094 93 72827 Editor: Jarlath Sweeney - editor@fleet.ie Contributors: Sean Murtagh, Paul White, Donal Dempsey, Howard Knott, Jerry Kiersey, Charleen Clarke, Torbjorn Eriksen, Milan Olsansky Photography: Jarlath Sweeney, Paul White, Howard Knott, Charleen Clarke, Torbjorn Eriksen, Milan Olsansky Administration: Denise Owens, Paula Mullarkey Email: enquiries@fleet.ie Advertising: Mary Morrissey - mary@fleet.ie Sponsorship/Events: Orla Sweeney - orla@fleet.ie
www.fleet.ie | 3
For transport related updates on COVID-19 log on to www.fleet.ie Welcome to the May 2020 edition of Fleet Transport….. with a difference. For the fi rst time in seventeen years, we are publishing Fleet Transport in digital format only, in light of the current business and fi nancial restrictions. As you will see this edition does not carry any advertising as we share the plight the road transport and commercial vehicle sectors are suffering at this time. In order to keep our heads up and keeping the show on the road, this May issue is featuring regular content as usual, with some shared contributions from our international transport magazine colleagues.
Design: In-House
Fleet Transport May is now posted online on our website www.fleet.ie (to read/download) and promoted strongly through our social media channels.
Printed in Ireland
There is no doubt but that the credibility of all those involved in the transport and logistics industry has risen substantially in recent months, let’s hope it continues and remains when the dust sett les.
Fleet Transport/ Fleet Car/ Fleet Bus & Coach/ Fleet Van & Utility/ Fleet Trailer & Body Builder/ Fleet Maritime/ Green Fleet Management are published by JJDS Publications Ltd. Registered Office: D’Alton Street, Claremorris, Co. Mayo. Co. Reg. 368767 Directors: Jarlath Sweeney, Sean Murtagh.
As always, we appreciate the consistent support of our readers, subscribers, advertisers and sponsors and we look forward to gett ing back into full action soon. Please keep safe and well in these difficult times. #StrengthInUnity Yours in transport, Jarlath Sweeney, Editor, Fleet Transport 2 Diary Dates Revised listings of Events & Exhibitions as a result of COVID-19
Disclaimer: Fleet Transport Magazine management can accept no responsibility for the accuracy of contributed articles or statements appearing in this magazine and any views or opinions expressed are not necessarily those of Fleet Transport management, save where otherwise indicated. No responsibility for loss or distress occasioned to any person acting or refraining from acting as a result of the material in this publication can be accepted by the authors, contributors, Editors or publishers. The Editor reserves the right to make publishing decisions on any advertisements or editorial article submitted to the magazine and to refuse publication or to edit any editorial material as seems appropriate to him. Professional legal advice should always be sought in relation to any specific matter.
Fleet Transport Official Irish Jury Member of the International Truck of the Year Award
Official Irish jury member of the International Intralogistics & Forklift Truck Awards follow us on twitter twitter.com/fl com/fleettransport eettransport
4 Interview With Bruno Blin, President, Renault Trucks 6 New Fleet 201 registered DAF and Renault Trucks enter service 7 Fleeting Shots Truck & Electric chassis 8 Cover Test Drive Report: Renault C430.32 10 Opinion Crisis – what crisis? 11 Fuel Prices Courtesy of the IRU 12 Profile Tom Duffy’s Circus
16 Launch Pad I New MAN TGX arrives 20 Launch Pad II Volvo Trucks and the alternatives 23 Finance Planning ahead 24 Milestone Four generations of the VW Caddy 26 Long Term Test In the LDV V80 28 Shipping & Freight Meeting Covid-19 issues 29 Comment A new world being created? 30 Heavy Duty Tatra Trucks keep rollin’ 34 Soapbox Pride in the heart and mind
4 | INTERVIEW
Renault Trucks maintains its position in a turbulent market market share of 8.5% (over 6 tonnes GVW), maintaining its dominant position in its home market (France) with a 27% market share. In the utility sector, one of Renault Trucks’ specialities, over 18,000 units were invoiced. Sales volumes remained steady in a turbulent European market. Deliveries were up by 15% in a very dynamic first half and a less buoyant second half was marked by an 18% fall,” he said.
O
n 11 March, Bruno Blin (pictured), President, Renault Trucks stated during his annual business report (presented on this occasion from his office at Renault Trucks HQ in Lyon), that the impact of the Coronavirus was too soon to measure. “For now, it is business as usual. We are being careful. Our priority is to protect our business and people. Already we have limited travel and arranging meetings in a different way,” he said. Bruno mentioned that marketing and promotional event spend will change and become more customer focussed. “We will participate in more intimate events, spending more time with clients, working with them to become more profitable.” Mr. Blin had these objectives in mind even before the Coronavirus attacked the world and the holistic global economy. “2019 was a turbulent year with fluctuations in the commercial vehicle marketplace, consisting of a very dynamic first half and a less buoyant second period,” he said. With 54,098 vehicles sold, Renault Trucks maintained its position last year with a stable
Renault Trucks P-Road
In the over 6-tonne European segment, Renault Trucks posted a market share of 8.5%, a stable result compared with 2018 figures. In the over 16 tonne European market, the manufacturer recorded a slight 0.1 point drop in market share, while increasing its market share by 0.3 points on the mid-range 6-16 tonne ranges. Looking at Renault Trucks' sales performance internationally, Bruno mentioned that overall volumes rose 10%, with 4,993 trucks invoiced. “In a difficult context with a very low European market down 28%, Renault Trucks gained market share in all countries,” he explained. “In particular, we achieved an historic performance in the over 16 tonne segment in Turkey, with Renault Trucks' market share up 3 points to 8.8%. Resulting from strategic investment, Renault Trucks also strengthened its dominant position in Algeria with 26% market share (over 16 tonnes). Manufacturing of Renault Trucks Range C and K started in 2019 at the constructor’s assembly plant in Meftah, producing 850 trucks. This successful development resulted from a change in Algeria’s vehicle taxation system. “As and from this year, Range D vehicles will also be assembled in the factory.” Bruno was also pleased with the high volumes
for used vehicles recorded last year: “In 2019, invoices for used vehicles jumped 11% to 9,442 units. In a difficult context, with a very large supply of used vehicles on the market, Renault Trucks maintained a low level of stocks, thanks largely to the roll-out of unique, special offers, such as: • The Range T Selection offer, which comprises used vehicles inspected on 200 points, selected according to age and mileage and benefiting from a manufacturer’s warranty. The age profi le and mileage is coming down as this programme progresses. • Customised models from the Used Trucks Factory in Bourg-en-Bresse, including the Renault Trucks Range T X-Road and the Range T P-Road, tractors transformed into rigids according to strict industrial processes and providing an optimal response to customers’ needs. • Special VO series, such as the Range T 01 Racing, totally revamped by Renault Trucks designers.” “Finally,” he added: “23 sites were awarded the “Used Trucks by Renault Trucks” label in 2019. This label guarantees rigorous selection and preparation of vehicles for customers, as well as an extensive range of vehicles and services. Already it involves 10,000 vehicles and we aim to have awarded the label to 70 sites during 2020.” Despite a decline in transport activity, Renault Trucks’ after-sales activity remained strong in 2019, resulting in a solid 3% increase in spare parts sales. Interestingly, its portfolio of vehicles under maintenance contracts for more than 36 months also grew by 13%, with more than 35,000 vehicles under contract. As a repair and maintenance programme can be built in to the monthly leasing rate, this option is increasingly becoming the preferred method, as it provides peace of mind for road transport operators /fleet managers. A study is currently underway to investigate the viability of recycling a broader selection of parts and components. 2019 was also marked by the launch of the predictive maintenance offer, Start & Drive Excellence Predict, implemented in fi fteen European countries (soon in Ireland) for
FLEETTRANSPORT | MAY 20
INTERVIEW | 5
Blainville production
Range T and T High range vehicles. “In 2020, Renault Trucks will extend this offer to the C, K and D and D Wide Z.E. ranges,” he said. Over the course of 2019, 380 additional employees were taken on throughout the company, 70% of this number requiring specialist training. Bruno was keen to highlight that Renault Trucks received a top satisfaction rating in a nationwide survey conducted in France in the category for firms with more than 5,000 employees. Probably the most significant development during the past 12 months is that Renault Trucks’ Electric mobility has become an industrial and commercial reality. With the launch of a comprehensive 100% electric van and truck range from 3.1 to 26 tonnes, the widest on the market, customers are placing their trust in the French manufacturer. The highlight of its progress in this specific segment was the signing of a major contract with the Carlsberg Group for the delivery of 20 x 26 tonne GVW 6x2 Range D Wide Z.E.s. operated by its subsidiary, the Feldschlösschen brewery across its 15 logistics centres in Switzerland. Under the Renault Trucks philosophy, urban transport needs to move towards electric mobility quickly to improve quality of life in city centres and tackle global CO2 emissions, and this deal is a significant stepping stone: “It is the first order of this scale in Europe. It
Renault D-Wide Z.E.: Carlsberg fleet
proves to our customers that the transport sector is undergoing a major transformation and reflects an industrial and commercial reality: our Renault Trucks electric trucks are rolling off the assembly line and will be on the roads of Europe in a few weeks’ time.” This March marked the start of series production of Renault Trucks Range D & Range D Wide Z.E. electric trucks at the manufacturer’s plant in Blainville-sur-Orne. Various facilities have now been installed at the site to manufacture these electric models. Located next to the truck assembly line for the distribution range, which produces 262 cabs and distribution trucks every day, a new 1,800 m2 Z.E. building is now entirely dedicated to technical operations relating to electric vehicles. “The Renault Trucks Range D and D Wide Z.E. are assembled on the same line as the equivalent diesel models. At the end of the assembly line, the electric trucks are returned to the Z.E. building for the technicians to carry out additional technical operations and quality tests. It takes 50 hours of work to manufacture an electric truck as its manufacture starts one week prior to the electric trucks passing through the assembly line, with preliminary operations performed within the Z.E. building,” explained Bruno. Various subassemblies specific to all-electric vehicles (drive, engine, gearbox, central unit,
etc.) are assembled by skilled technicians. They are then transported to the assembly line in order to be mounted onto the vehicle. Over the next four years, Bruno stated that Renault Trucks is set to invest an additional €150 million in electromobility and concluded that electric vehicles will represent 10% of its sales volume by 2025. Whatever post-COVID-19 brings, Renault Trucks will be prepared. Added solutions and services will be created, many of which will stem from the new ecologically responsible R&D centre, currently under construction at Saint-Priest. It will extend to over 11,300 sqm and is planned to open in 2021. On the European Union’s 2025/2030 CO2 emission challenge, which may now change in light of the Coronavirus situation, Renault Truck’s engineers are working hard on further reducing diesel exhaust emissions along with continuous development of electric drivetrains. When asked about Hydrogen Fuel Cell technology, Bruno gave it the thumbs up and noted that Renault’s investment and development in this regard will run parallel with the installation of the required infrastructure meeting production with demand. “Then, there is the cost element, which will reduce through volume, with a cost per kilometre usage payment system so that it should be able to compete with diesel. With less noise and less emissions, hydrogen will be a significant offering to society,” he concluded.
Renault Trucks Z.E. range
Text: Jarlath Sweeney - editor@fleet.ie
www.fleet.ie
6 | NEW FLEET
Gardenworld digs DAF, while it’s grand for Grants!
A
ndrew King, proprietor at Gardenworld Nurseries Ltd., Greystones, County Wicklow recently ordered this new DAF LF 230 19 tonne rigid from John McCann, Regional Sales Manager, DAF Trucks Ireland. Two of his drivers Kevin Molloy and Jonathan Farrar (pictured) collected the keys from John (pictured left) at DAF’s HQ in Baldonnell, Dublin.
Earlier in March, John McCann also sold this new DAF XF 530 6x2 tractor-unit with Super Space Cab and equipped with many optional extras to Grant Transport Ltd. The Drogheda, County Meath based temperature controlled transport specialists had Colm Grant and Shane Grant on hand to receive the keys to their new truck.
The Day Cab rigid features a 30 ft curtainside body with 2,000 kg Cantilever tail-lift supplied and fitted by Monread Truck Bodies (Naas).
Three, two, one Renault Truck Sales
D
ublin headquartered transport and logistics company Masterlink, established in 1992, returned to Setanta Vehicle Sales Ltd, the Renault Trucks distributor to pick up three more examples of the French brand, having previously bought nineteen new tractor units and rigids which all sport the fi rm’s new corporate livery. With branches at Clonmel and Longford, these three new Range D Wide and Low Rigid models (D250.18 and D210.12) will serve its nationwide distribution operations.
Mentioning a fi rst, well this Renault Range C440 8x4 tipper is the fi rst new ‘Diamond’ to join County Monaghan based Scotshouse Quarries. Featuring a Sleeper Cab, driver comfort pack and blind spot cameras, the 32 tonne is fitted with a Gleeson insulated body, tar shoots and insulated roller cover. Coyle Complete (Emyvale, Monaghan) supplied the graphics.
Two new Renault Range T 6x2 tractor units also purchased from Setanta, through Aaron Clarke, Sales Executive, are currently at work with FTS (Dublin) aka Fingal Transport Services (Clonalvy, County Meath). Th is picture records the fi rst fleet sale to be taken at Setanta’s landmark new headquarters at Ballycoolin, County Dublin.
FLEETTRANSPORT | MAY 20
Text: Jarlath Sweeney - editor@fleet.ie
FLEETING SHOTS | 7
Times Past: Vauxhall produces 5,500 A22 Churchill Tanks
E
ighty years ago, Vauxhall’s engineering and manufacturing facility in Luton was set an almost impossible task: design and engineer a 38ton infantry tank within 12 months. In fact, Vauxhall had already developed an engine for an aborted Harland & Wolff tank design. Staff worked night and day, through weekends and holidays to design and produce a flat-12, 21-litre engine, achieving the required 350bhp at 2,200rpm mandated by the Second World War Department. Incredibly, the fi rst engine ran after just 89 days. Working to the War Department’s tight brief for the tank itself, Vauxhall Assistant Chief Engineer, Harold Drew, led a taskforce that brought the A22 Infantry Tank – later known as the ‘Churchill’ – from fi rst design sketch to working prototype in the space of a year.
Agility was favoured over speed for the Churchill, and its clever Merritt-Brown steering system used epicyclic gears to regulate the tank’s track speeds during cornering – an early form of torquevectoring! – rather than by braking one track, which would slow the tank’s progress. A happy coincidence of the linked gearbox/ steering system was that the Churchill could turn on the proverbial sixpence. After testing was complete – much of which was done at the Luton Hoo Estate, and at one
point was attended by the Prime Minister, Winston Churchill – an initial order was placed for 500 Churchills, with the fi rst seeing service in 1942. A further 5,000 units were built before hostilities ended. As well as the Churchills, Vauxhall also produced five-million Jerry cans, gun mounts, four-million Venturi tubes for rocket launchers, steel helmets for the forces, and 5,000 6lb shells per week for the War effort.
Times Future: Flexible electric platform from Karma
K
arma Automotive, the Southern California-based creator of luxury electric vehicles and high-tech incubators, is introducing the Karma E-Flex Platform, a highly versatile chassis that will offer new electric vehicle mobility solutions ranging from autonomously-driven utility vans, to ‘every-day’ driver vehicles, to highperformance supercars. Overall, the goal of the project will demonstrate Karma’s growing capabilities and highlight the E-Flex Platform’s core high-tech applications including autonomy, soft ware and hardware, artificial intelligence and advanced transportation solutions. “We created a physical product that can be formatted into five different products, what others have called a one-dimensional skateboard, but what we call our E-Flex Platform, a multi-use solution,” said Karma Automotive COO, Kevin Pavlov. “There are up to 22 different possible configurations available, covering various battery-packaging Text: Jarlath Sweeney - editor@fleet.ie
different variants and diff erent drive motor drive systems. We can deliver a wide range of configurations dependent on the builder’s priority.” Karma recognised a high demand within the electric vehicle market to develop a new electrified platform with increased versatility. Prior to Karma’s E-Flex Platform,
the cost required to develop, develop test, test certify and build a new EREV or BEV platform has been prohibitive, requiring as much as a billion-dollar investment for manufacturers. Karma’s versatile E-Flex Platform will allow vehicle manufacturers faster entry into the electric vehicle market at a substantially reduced development cost. www.fleet.ie
8 | COVER and coverings, the cabin still felt bright and airy, no doubt helped by the addition of a rear window - a useful addition for the type of bodywork on board.
TESTED:
On previous tests we complimented the Range C for its cab interior, seating quality, and driving position and that was again noted with this truck. The eight-wheeler’s level of specification was more in keeping with the flagship Range T and included a 7” multimedia touch screen, TomTom Truck Spec navigation, electric sun visor, twin air seats and a well-placed screen for the reversing camera. It also came with the full Renault Truck Driver’s Information Display showing a vast range of vehicle and driver performance profi les and important EcoDriving statistics.
Renault Trucks Range C 430.32 8x4 Hook-Loader
A
lthough controversial when first launched back in 2013, the Renault Truck’s Range C, K, and T models have by now become the face of the company, consigning the previous Premium model to history and the iconic Magnum to the realms of nostalgia and legend.
All versions have delivered great success for the French brand, none more so than the Range C which has found a particular niche within the construction and municipal services sector. Fleet Transport took one of these units out for a day to assess where the appeal lies for operators in these highly competitive sectors of the transport industry. Boasting a distinctive profile which enhances its driver appeal, as an 8x4 the Range C does come with a high stance. This doesn’t make it particularly easy for drivers constantly getting in and out of the cab, however the designers have done an exemplary job to minimise the impact on operators. The door opening fully extends to 90º, the steps are well spaced and importantly the grab handles allow an unimpeded grip when climbing in, from the first step to being seated. Renault’s Range C comes with a trim level that in this instance arguably exceeds the requirements of the job. That said, drivers like their comforts and it is worth noting that the materials used are fully washable and easy to clean. Even though our test truck came with a day cab and dark coloured dash
FLEETTRANSPORT | MAY 20
When used correctly these driver aids can deliver important fuel and safety benefits. Th is is especially true of the 412hp Renault Optibrake engine brake, and the electric parking brake. Both of these devices are easy to operate, which in turn encourages greater application. Th is hopefully forms a habit where at the majority of stops the parking brake is applied with a simple fl ick of the finger. As the brake disengages automatically once the accelerator is applied, it makes its operation effortless, and therefore should be used to a greater extent. Apart from including the latest hi-tech, Renault Trucks has not forgotten what type of work this truck is doing. Included are some simple but important features such as a rail for hanging wet gear, and good storage inside and out. Th is includes a lockable box located over the dash for small personal effects. The Range C 8x4 is a big truck with a high sitting position, especially noticeable when operating in the urban environment. Th is can create some difficulties with visibility, however, compliments to Renault for managing to minimise the blind spots and increase the area of vision as best possible. The dangers inherent in driving in urban areas have increased, and drivers must increase their levels of awareness in line with the risk posed by vulnerable roads users - and the increase in idiotic behaviour. Our test route of the Range C 8x4 began at the new Setanta Vehicle Sales premises, the headquarters for Renault Trucks in Ballycoolin, near Blanchardstown. We headed on to the N3 then went southbound on the
COVER | 9 M50 to collect the waste collection bin near Ballymount. Once the bin was lifted the route headed West on the N81 through Tallaght and on to Blessington. From there we crossed into Kildare on the R410 over to Naas. On the run from Naas back to Setanta, we simulated the daily workings of a hook loader visiting a few Retail Parks and Industrial Estates. Here we found the truck performed well, was easy to manoeuvre and benefited from its tight turning circle of 10,306 mm. As said this is a big truck and in general 8x4s’ are not always the most delicate of configurations to drive. However, at all points on the test run which encompassed all manner of roads, we found this Range C to be surprisingly nimble, and from a driver’s point of view very easy and car-like to drive. Operating in the highly competitive world of waste and recycling there is a great deal of pressure placed on drivers to perform, and Range C offers the driver a truck that works with them. The 10.8 litre DTi 11 engine is a well-proven unit, and this version rated at 430hp was more than capable of handling whatever this type of work could throw at it. Especially with 2,050 Nm of torque available from 1000 to 1400 rpm. Th is unit came with a double reduction axle and a final drive ratio of 3.89:1. On the road it showed an engine speed of 1,200 rpm at 80 km/h, while at 90 km/h the tachometer sat at 1,400 rpm. If preferred there is an alternative axle option using a single reduction and a 3.09:1 ratio. Either way, this truck excels and does so in a surprisingly quiet fashion. Equally for what is a tough and robust 8x4, the ride and handling make for a pleasant and light drive. The high level of specification in both safety and technology on this Range C is combined with the drivetrain reliability of the DTi 11 and the 12-Speed Optidriver (AMT) transmission, delivering an impressive package that should work well for both driver and operator. Admittedly we did suffer from a slight sense of guilt driving such a high spec unit on skip-work, not always the most refined area of transport. Nevertheless, we persevered and managed to get over it quite quickly. Spec Check Make / Model
Renault Trucks - Range C 430.32
Chassis/Cab
8x4 Twin Steer/High Roofed Day Cab/Hook Loader
Engine
DTi 11 - 10.8 Litre - in-line six-cylinder
Rated Power
424hp (316 kW) @1,700 – 1,900 rpm
Rated Torque
2,050Nm from 1,000 – 1,400 rpm
Euro Rating
Euro 6 - DPF, and SCR with AdBlue
Transmission
Optidriver AT 2612F – 12-Speed AMT
Braking & Stability
Ventilated discs all round EBS - EBA - ASR - Hill Holder
Retardation
Optibrake 412hp (300kW) @2,300 rpm
Suspension
Front: Leaf Springs Rear: Parabolic leaf, stabiliser bar & shock absorbers
Rear Axle / Double reduction PMR 2191 / Axle Ratio 3.89:1 Ratio Wheelbase5,100 mm – 10,306 mm Turning Circle Engine Speed
1,400 rpm@ 90 kp/h
Wheels/ Tyres Alcoa Dura-Bright aluminium Steer Axle/s: Michelin X-Multiway 3D: - 315/80 R22.5 Drive Axle/s: Michelin X-Multiway 3D: - 315/80 R22.5
Text & Photos: Paul White - paul@fleet.ie
Body
Broughton Hook Loading Crane
Tanks: Fuel/AdBlue
255 Litres D Profi le Tank / 45 Litres www.fleet.ie
10 | OPINION
Let us not waste a crisis Bus and coach operators have seen their activities come tto a complete halt, and while truck operators operato have not been as badly affected, man many have not escaped. Some companies have seen their volumes reduce, leading lea to layoffs. Even the companie companies that have not seen a big reductio reduction in activity will fi nd their operatin operating costs have increased because productivity is reduced as a resu result of most manufacturing plants imposing im some restrictions as truck trucks arrive to make collections and deli deliveries. Maintaining social distanci distancing creates cost also.
O
ver the years we have all heard the phrases, ‘strange and uncertain times’ along with ‘an uncertain future’. However I think whatever crises we encountered in the past, we have never seen a happening that has matched what we are now witnessing. I cannot think of any time in the past that there was so much uncertainty facing every business, not only in Ireland, but throughout the world. I don’t think the outlook is hopeless or apocalyptic, in fact, I am confident the world economy will emerge from this fracture. We have seen huge loss of life, as well as stories and accounts of terrible events where loved ones become separated while at their most vulnerable. Not being able to share the intimacy that is a part of death and part of the bereavement process has been most difficult. In business terms the suffering is probably yet to come. Like the party game ‘musical chairs’ there won’t be chairs for everyone when the music stops. For now many businesses and operations are in some form of slumber. When it is time to wake up and try and commence trading again, business leaders and trade associations need to represent their members now and even more in the months ahead. FLEETTRANSPORT | MAY 20
One of tthe more recent trends in transport iis the growth in the delivery of goods bbought ‘on-line’ direct to home Heralded as the new way people’s homes. bus to shop, the business model here needs a lot adjustm before it can be regarded of adjustment anyt as anything near perfect. A lot of discu discussion centres on what the fancy term ‘last mile delivery’ means and there have been many seminars and presentations as to how this perceived problem can be dealt with. How can it be made efficient and workable for everyone? You could be cynical and say, ‘just give the guy doing the last mile a fairer share of the revenue’ and this will go a long way to solving the problem. Sitt ing in the comfort of your home in the company of a glass of wine while shopping on the internet sounds good, especially as when you wake up the next morning you can expect to receive your purchases at your front door. It even conjures up an image of being ‘kind to the environment’ as it seems less people need to go shopping. Not sure about that part. One problem this current crisis has highlighted is delivery capacity. Some of the supermarkets are now saying they do not have any capacity for extra deliveries. So, if there was a permanent shift to on-line shopping, could these systems be designed to cope?
that will break the country with regulation and cost. Surely, the language used should be more encouraging, with more carrot than stick from the Greens? If the Green Party is to be taken seriously, it needs to treat us, businesses and citizens alike, with some level of honesty. Respect for the environment is one of the few winners so far as the amount of transport worldwide continues to slow; let’s bank that and try to reduce emissions without strangling the world economy. And whatever Government is formed, let us hope that the new Transport Minister will be enthusiastic about the transport aspect of their brief and be as much a protector of the industry as a regulator. Now let us get back to how the economy will get back on its feet. There will be many challenges and problems. We do not know what the effect on people’s habits will be as they emerge from this crisis. Everybody in the country will have been affected by the last few months in slumber. The vaccine from a business point of view has been in existence for years. It’s tried and trusted and there is a fair amount of it around. Money. For sure there is a limited amount of money available, but if we have the medical expertise to get us out of the pandemic, then we surely have the fiscal expertise. Like the medics who may have to make decisions on who lives or dies, so too will politicians have decisions to make as to what businesses survive. Any company that came into the current crisis in bad shape will fi nd it difficult to get through. Government may decide to let the market dictate and survival of the fittest could be the policy. Those companies that have low borrowings and some cash deposited will be the most likely to weather this situation, but even these companies will need to be sure that there is demand for their service and that they will then get paid for it. We face difficult times in the coming years. There is a saying in business, ‘do not waste a crisis.’ It’s good advice, let’s not.
Another immediate issue is the formation of a Government. We have seen a degree of political leadership in the past few weeks that must of us have only read about in history books. Can this leadership be brought in to the formation of a Government and a better society? I am concerned that the Green Party is putt ing demands in place Text: Sean Murtagh - sean@fleet.ie
FUEL PRICES (WEEK 18) | 11 Country
Currency
95 Lead Free
98 Lead Free
Diesel
Austria
EUR
1.040
1.245
1.030
Belarus
EUR
0.672
0.732
0.672
Belgium
EUR
1.157
1.242
1.229
Bosnia-Herzegovina
BAM
1.753
1.980
1.717
Bulgaria
BGN
1.830
2.200
1.930
Croatia
HRK
7.440
8.470
7.830
Czech Republic
CZK
26.300
27.080
27.160
Denmark
DKK
8.590
9.590
7.590
Estonia
EUR
1.199
1.249
1.199
Finland
EUR
1.291
1.377
1.193
France
EUR
1.298
1.346
1.221
Georgia
GEL
2.250
2.490
2.330
Germany
EUR
1.074
1.382
1.157
Greece
EUR
1.314
1.598
1.123
Hungary
HUF
290.400
307.600
331.100
Ireland
EUR
1.250
-
1.170
Italy
EUR
1.462
-
1.352
Kazakhstan
KZT
173.370
-
193.490
Kosovo
EUR
1.200
-
1.170
Latvia
EUR
0.964
1.024
0.914
Lithuania
EUR
0.945
1.024
0.889
Luxemburg
EUR
0.925
1.028
0.878
Moldova
MDL
16.050
17.480
13.700
Montenegro
EUR
0.980
1.020
0.960
Netherlands
EUR
1.575
1.654
1.319
North Macedonia
MKD
48.500
50.660
45.000
Norway
NOK
15.100
16.620
14.910
Poland
PLN
3.990
4.390
4.110
Portugal
EUR
1.331
1.371
1.231
Romania
RON
4.350
4.480
4.320
Russia Federation
RUB
47.110
53.850
47.610
Serbia
RSD
129.900
140.400
139.400
Slovakia
EUR
1.100
1.203
1.050
Slovenia
EUR
1.000
1.130
1.000
Spain
EUR
1.105
1.269
1.040
Sweden
SEK
12.030
12.630
13.130
Switzerland
CHF
1.473
-
1.553
Turkey
TRY
5.180
5.950
5.210
Ukraine
UAH
23.770
25.200
23.220
UK
GBP
1.086
1.374
1.157
USA
USD
0.479
-
0.655 www.fleet.ie
12 | PROFILE
fi rm now in it’s sixth generation and the oldest running circus in Ireland, has never come across such challenging times, having overcome challenges including recessions and ‘Foot & Mouth’ disease restrictions over the decades. Rewind to earlier in March, when Duff y’s vibrantly coloured truck and trailer fleet were parked up at the Athletic Grounds in Claremorris. David was in upbeat mood, looking forward to improved weather conditions as, having left Ennis, County Clare at the height of Storm Jorge (the Status Red weather warning led to the cancellation of two performances on the Saturday), the forecast was a little better. He had just called his elderly father Tom who is residing in Dublin, and regularly checks in to see how things are going.
ithin weeks of Tom Duff y’s Circus rolling out of Claremorris in Mayo and on to Carrick-on-Shannon in County Leitrim, the whole cavalcade came to an abrupt halt while sett ing up in Galway.
The planned ten-day stay (which occurs on an annual basis) at the City of the Tribes never got off the ground as the Government’s COVID-19 announcement curtailing all public events meant that all performances in Galway were cancelled. As David Duff y stated on RTE Radio 1, the family run
What’s fascinating to truck enthusiasts is seeing a circus or carnival convoy on the road, full of colour with different makes and models towing trailers of all shapes and sizes. In recent times, most of the movements are undertaken late at night in order to reduce road congestion and to enable the platoon to travel more smoothly and closer together. When parked up, one would have to be impressed with the ‘clean’ condition of the various truck models that play such an important role in gett ing the circus ‘to town’. Keeping the fleet in perfect mechanical order and looking supreme is David’s labour of love. Over the decades in charge of the circus, there has been a gradual evolution from classic British truck brands to Swedish and French products. “Yes, purchasing the vehicles is my responsibility and then the customising of them, the designs and the colour schemes were my idea. I played around with a few livery designs for a while and I sett led on this about 10-12 years ago. I like to keep it like this now, because it kind of stands out and with the air brushing it’s quite unique. When we are on the road we get a lot of nice comments on social media,” he said.
FLEETTRANSPORT | MAY 20
PROFILE | 13
“In my dad’s day when they used to travel early in the morning, especially with the horse-drawn caravans, times were different and the kids would meet the circus a mile or two outside the town and they would run alongside the horses, but now we travel at night because there are a lot of vehicles to transport and we don’t want to be blocking up roads.”
truck that when it’s been giving problems I’ve been gett ing it repaired. I don’t like throwing money at a vehicle, it’s not cost efficient, but the ERF, nobody wants me to get rid of it, even the show people.” Apart from the ERF and the newer Volvos and Renaults, there’s the odd DAF, Mercedes-Benz and a few MANs with various configurations, mostly 4x2 and 6x2
rigids. A quick head count amounted to 20 trucks in all. General maintenance is carried out regularly, checking oil, water, tyres, wheel nuts and something relatively new to David and his crew – AdBlue. “I’m hearing about it all of the time as in recent years SCR diesels have come into the fleet.” Th is began with the arrival of Volvo FMs replacing the older
The trucks are intriguing, indeed to some they are just as interesting as what happens inside the ‘Big Top’. Alas, gone are the days when Duff y’s ran Fodens, Seddon Atkinsons and a range of ERF series. “It’s hard to get them now and difficult to obtain parts for them. That’s why we have changed, moved to Volvos and Renaults,” explained David However, taking pride of place among that fleet of Volvos and Renaults is an ERF EC11, a 4x2 tractor-unit, fi rst registered in 2004. It’s the one truck that David doesn’t wish to replace. “Yes, as soon as a truck starts giving me litt le problems, I decide to get rid of it because those litt le niggles always end up being big problems – in the last number of years we have been reducing the average age of the trucks, a lot younger - and that comes with its own problems with everything being electronic and computerised now. I only have one ERF left, and that’s the only www.fleet.ie
14 | PROFILE truck and trailer has a spare wheel, with the workshop carrying any odd sized ones required for other vehicles. As the workshop truck and mechanic/driver is always the last in the convoy, he can pick up any problems along the way. His vehicle comes equipped with its own generator and compressors on board with air jacks and air guns, because we have to be efficient, we cannot afford to lose days.”
British marques, to be followed by Renault Premiums, a model David has grown to appreciate with its Volvo drivetrain, fuel economy and value for money. “I have a man looking at two used Premiums at an auction as we speak,” he added.
“On site, we have our own mechanic operating out of our mobile workshop, equipped with everything necessary to get us from A-B. We can carry out minor repairs up to as far as maybe changing a clutch but after that it’s a garage job.”
Attention to detail is to the fore outside and inside the ring, according to David.
“Tyre management is crucial as any downtime holds up the show - literally. Virtually every
FLEETTRANSPORT | MAY 20
“What I also have here, which is very important, is our own paint sprayer, so our mechanic does the touching up on site because with the nature of our business going in and out of grounds and gett ing towed, the vehicles are going to get scratches, bangs and knocks. So weather permitt ing, as soon as its any kind of scratch or mark happens we try to get it re-sprayed because it’s all about presentation and appearance. I don’t even like to have dirty tyres. If we come off a ground that’s mucky and then we go to a ground that’s clean, I make sure that we wash all the wheels. It’s like having a new suit with dirty shoes. I like the stuff to look smart and tidy.”
PROFILE | 15 Then there’s the trailer line-up which has a broad variance ranging from standard drag box bodies to 5th wheel motorhomes and caravans. “There’s nothing in our fleet that’s driving on its own, whether it’s a car, 4x4 or van. Some will even have two trailers behind.” The main logistics trailers are all customised, explained David. “All eight platforms are identical in that we buy the standard chassis and build up from that. Most of the box trailers you see are axle seat stackers in that they fold out for the show attendees to sit on. There is nothing around here that hasn’t been specified, manufactured or adapted to meet our needs. With the trailer chassis, we tried to keep them all the same, with similar running gear, axles, wheels and tyres, etc,” he added. When moving from town to town, covering 80 venues in a season that begins at the end of January and runs to November, prevention and preparation is key. By habit, Duff ys usually configure the parking of the trucks on the site as they arrive. There was a slight delay in gett ing to Claremorris from Ennis as a tyre blowout occurred along the 120km journey. From practice and experience, this was dealt with quickly, replacing the wheel and tyre in 15 minutes. Over the winter period, the fleet is left to hibernate at its County Down facility in Donaghadee. Here, further repairs and maintenance are carried out. A Volvo FM with box body is located there as a spare vehicle, ready to come off the subs bench when required. ‘Retired’ vehicles inevitably end up as scrap, salvaged for spare parts when needed. The whole transport element is seriously underestimated. “It’s more than just the circus that goes on, as you know, logistics is part of the thing that the public don’t see and obviously is not their concern. They don’t realise all the work and expense that goes in. Some will complain about the price of a seat and even though the performance is very strong, they don’t understand the running and operating costs such as the vehicles, insurance, diesel, tyres, etc,” stressed David.
parts of the globe. One of the highlights was actually home grown as David’s sons Tom and Jamie Duff y performed spectacularly on the “Wheel of Death”. As the huge wheel revolves, gett ing faster and faster, the brothers run, jump and skip as the bright lights blur. “Jamie is one of only a handful of people in the world to perform a forward somersault on the outside of the wheel,” explained a proud David. “In 2018 Tom and Jamie won the Silver Crown award at the Monte Carlo Circus Festival, the New Generation. In the circus world this is equal only to the Oscars. These Irish boys are now a class act in their own right.”
But as the music faded and the lights dimmed, litt le did we know at the time what lay ahead. The wheels of Duff y’s Circus now lie stationary because of Covid-19, for how long, unknown. “The difficulty is that these people cannot rejoin their families abroad or join another circus troop due to the air travel curtailments. As they don’t have an actual home here, they will have to remain with us but as we have no income, we can only pay them for a short period,” David explained. Currently, staff numbers reach 50, many of them holding foreign passports. Let’s hope that before too long we can all once again continue to enjoy all that happens both inside and outside ‘The Ring’.
That evening, all the talk about truck nostalgia necessitated attending the show, an event for adults and children alike to enjoy. As per tradition, Lorenzo the Clown welcomed the audience and introduced the various top acts which are drawn from all Text: Jarlath Sweeney - editor@fleet.ie
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16 | LAUNCH PAD I
New TGX Golden moment for MAN! Charleen Clarke, Editorial Director of South African publication Focus on Transport reports
R
LAUNCH PAD I | 17
ecently, I travelled to the Spanish port city of Bilbao. The reason for my trip? The global debut of MAN’s new Truck Generation – bedazzling in gold – and a seat at the highly sought-after VIP event celebrating its arrival. The event was a Seriously Big Deal in the world of MAN and indeed in the entire trucking fraternity. I say this because it was the company’s fi rst product launch in a whopping two decades. Actually, it wasn’t just a product launch; it was the launch of an all-new range because the new truck generation covers the TGL, TGM, TGS and TGX model series from 7.5 to 41 tonnes. Now I know what you’re all wondering: was it worth the wait? Most certainly, yes. The exterior of MAN’s new flagship model, the TGX is more of an evolution, and I’m not a big fan of this (I was hoping for a truck cab that looked completely new). However, the interior is a defi nite revolution – and that’s probably more important to truck drivers anyway. I was only briefly testing the TGX around Bilbao and await a more comprehensive appraisal – well in advance of the truck’s launch in South Africa in March 2021. However, for now, here are the things I liked most about the new truck. Fantastic interior I simply have to kick off with this aspect of the truck – because the interior rocks; to be frank, it’s not unlike a luxury car. All the materials are decidedly high-end, and it looks and feels premium. Even the steering wheel looks and feels good; it boasts what MAN calls “an ergonomically varying thickness”. Practically, this means that it really does feel good in your hand. It’s almost infi nitely adjustable too; the steering wheel can be adjusted by 110 mm, and the driving position can be adjusted between 20 and 55 degrees, bringing it to a similar position as a car. To make gett ing into the truck easier when parked, it can also be completely folded down into a horizontal position. The steering wheel is equipped with a variety of controls. On the left is cruise and distance control; on the right you’ve control functions such as the radio, telephone and the MAN media system. The control lever for the automated transmission is now located on the right of the steering column www.fleet.ie
18 | LAUNCH PAD I next to the engine brake lever (it used to be a pneumatic lever located in its own centre console next to the driver’s seat). As one of my colleagues commented at the launch: “At last, the orphaned switch block with the rotary switch for the transmission control and parking brake lever next to the driver’s seat are fi nally history.” (I cannot help but concur.) Speaking of the parking brake, it’s now electrically operated, and it’s situated in the main dashboard just to the right of the steering wheel. The most important feature of the interior (in my mind anyway) is the MAN SmartSelect infotainment system. It works using a central rotary control much as you fi nd in many luxury cars. And the really cool thing is that it incorporates a fold-out hand rest – so you can forget about shoulder pain. With MAN SmartSelect, you just turn and press the control. It’s very easy to use, the menu is logically structured, and it also happens to look good. Interestingly, MAN has deliberately forgone the use of a touch screen for the media system. Th is is because, when using a touch screen, your gaze automatically follows your fi nger – and is thus, directed away from the road. “Furthermore, the screen has to be placed at a level where it can be reached by hand, which makes it more difficult to adjust one’s gaze between close-range and distance viewing. On the whole, the use of a touch screen means that, to operate it, drivers have to shift their gaze from what is happening on the road for a relatively long time. Th is means a higher safety risk,” one of the engineers told me. Practicality par excellence There are lots of practical features of the new truck that will make the driver’s life so much easier. Just one is the MAN EasyControl system – which means that the driver doesn’t necessarily have to climb in and out of the truck. Inside the driver’s door, there are four control panels that can be easily accessed from outside the vehicle. Depending on configuration, they come pre-programmed with key functions or can even be implemented according to individual needs. Shutting the sliding roof, switching on the spotlights or starting the engine for the tipping operation … all of these functions can now also be activated from outside the truck. The driver can also switch on the hazards from the outside in a flash.
FLEETTRANSPORT | MAY 20
LAUNCH PAD I | 19 Another wonderfully practical feature is the lack of a centre console in the new truck generation – so the driver can walk straight through the cab. Then there are also the new drawers below the dashboard. An A4 clipboard fits in there easily. These are just some of the practical features that will make drivers grin from gear to gear. Outstanding economy It goes without saying (but here goes anyway): fuel economy is vitally important to transport operators. The new truck generation offers lower life cycle costs, a higher load capacity and (cue the trumpets) fuel consumption that is up to eight percent lower. The fuel savings are courtesy of the Euro 6d engines, optimised drive axle, improved aerodynamics and GPS-assisted cruise control. What a deal! Brilliant safety features As expected from any new truck, there are safety features galore. Many of our readers will be familiar with these features, but I will explain them briefly. The newly developed turn assist helps to prevent serious accidents in urban traffic – four years before the legally prescribed introduction. The lane change assistant warns the driver of vehicles in the next lane. Lane departure warning gives an acoustic warning if the vehicle leaves its lane. Lane return assist kicks in if the vehicle leaves its lane (it is brought back into the lane by a corrective steering movement). The emergency brake assist system warns the driver of an impending collision and automatically initiates a braking procedure
in an emergency. MAN AttentionGuard monitors the driver’s fitness for driving while adaptive cruise control automatically regulates the speed and the distance to traffic ahead. There’s also a driver’s airbag and high beam assist, which automatically dips the high beam in good time and prevents the drivers of oncoming vehicles from being blinded. Incredible electric and electronic (EE) architecture Th is isn’t something that’s immediately apparent, but it’s really cool. Apparently, vehicles with decentralised EE architectures have been usual until now. Many functions – from cruise control to turn assist – have their own hardware. “It’s like having a laptop that only runs Word. You would need to buy a new laptop if you want to use Excel. A paradox, but not so unusual in the automotive industry,” says Stefan Teuchert, head of EE systems at MAN. Communication between the installed hardware is also sometimes difficult and retrofitt ing has its limits – problems Mr. Teuchert and his team wanted to solve. And so they did! The result is a completely new EE architecture. Its core is a central computer inside the vehicle, a kind of brain through which all information is fed and which controls all required processes. The great thing about it: new functions can be loaded via internet interfaces, similar to using a smartphone, without any need to take the vehicle to a workshop. These could include functions and apps that support
fuel-efficient driving or help meet regulatory requirements. “It is also straightforward to integrate thirdparty soft ware. Th is enables even more functionality and added value for the user. Th is openness and flexibility make the new MAN truck a future-proof and sustainable vehicle. Its real strength will be felt in the coming years, especially when it virtually updates itself with new functions quickly and easily,” he explained. It’s what drivers and customer want Finally, one of the features that I most like about the new truck range is the fact that it’s exactly what drivers and operators want. I know you’re wondering how on earth I can make such a sweeping statement. I can, because MAN did a massive amount of market research before designing the new series. For instance, the MAN developers presented different prototypes to over 700 drivers – and then asked them for their opinions. The company also invited 300 national and international customers from a total of 16 countries to Munich, in order to define the most important requirements for a new vehicle with them. The developers compared this diverse input with the feedback from the driver interviews … and then they set about creating the new MAN truck generation. So yes, this TGX is a Truck Generation that the customers and drivers both want and need. Sounds like a recipe for success, me thinks!
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20 | LAUNCH PAD II
“There is no one silver bullet solution available to cut carbon emissions,” Volvo Trucks
D
u r i n g t h e we bc a s t global launch of the new generation of Volvo Trucks, Senior Executives from the company were on hand to participate in a Question & Answers session with the global commercial vehicle press, which covered Volvo’s alternative driveline developments as well as the arrival of the new trucks. International Truck of the Year (ITOY) colleague Torbjorn Eriksen from Norway compiled this report from the questions asked. In connection with the new CO2 emission regulations in the European Union (EU),
FLEETTRANSPORT | MAY 20
how will Volvo Trucks meet the 2025 and 2030 requirements respectively, and how will you tackle any fines from the EU? Our product strategy will make sure we meet the CO2 emission requirements from the EU. However, there is a need for Governmental incentives to stimulate the purchase of trucks with alternative drivelines as well as to support the establishment of a natural gas and static electric charging infrastructure. Would it be crucial to implement the new dimension regulations which means more aerodynamic cabins, in order to meet the emission regulations?
The long product development lead times make it important to allow vehicle manufacturers enough time to adapt to any new regulations for cab design. Several of the competitors have stated that they will not meet the CO2 requirements in 2030 without alternative zero emissions drivetrains. Volvo Trucks has already shown battery-electric solutions, are you also developing hydrogen solutions or do you think you can meet the emission requirements with diesel and LNG for long haul and battery electric for distribution? There is no one silver bullet solution available to cut carbon emissions. But we need to start cutt ing CO2 with the technologies we have
LAUNCH PAD II | 21 today. We will see a gradual introduction of alternative drivelines including battery driven trucks and gas driven trucks over the next five years. In order to accelerate the transition to climate-neutral transport, large investments in infrastructure for the static charging of heavy trucks are needed. Incentives for that as well as to haulers who are pioneers and choose to invest in heavy electric vehicles will speed up the development. In the longer term, we may also see future solutions with hydrogen and electric roads when these technologies have matured. If the answer is yes to hydrogen for long haul, what is the time perspective before it can be a real alternative for European long haul transport? We continue our research and development on fuel cell technology and believe this energy source will be more mature in maybe ten years from now. A significant barrier to the wider adoption of hydrogen vehicles is the cost of production of renewable hydrogen, which means that as a fuel source hydrogen currently is significantly more expensive than diesel. There are also currently gaps in infrastructure which is costly to build and today there are not enough hydrogen vehicles on the roads to make this technology profitable. However, we see indications that fuel cells will enter certain markets and the current challenges are possible to overcome. Hydrogen fuel cells still offer huge potential as a clean source of fuel and by electrifying our trucks, we will be well prepared. Is battery electric at all an option for longhaul, or is it purely a solution for shorter distances?
We see a future potential for hybrids in long haul transports, which we have previously demonstrated with our Environmental Concept Truck.
Are there any new functionalities for the I-See? If so, could you please specify which ones? Is there a function for countryside road network?
What do you want / expect from the Authorities when it comes to infrastructure or other incentives to make zero emission vehicles financially sustainable? Will such vehicles be forced into the market by cities and towns in the form of restrictions from Local Authorities?
No, the functionality is as before.
In order to accelerate the transition to climate-neutral transport, large investments in infrastructure for the static charging of heavy trucks are needed. Incentives for that as well as to haulers who are pioneers and choose to invest in heavy electric vehicles will speed up the development.
Where do the extra 880 litres of extra space/ storage in the FMX day cab come from? The Cab is higher and we have raised the A-pillars, which gives us the 800 litres of more space. Can the driver of FH/FH16 trucks perform all functions from the steering wheel, if not for which ones does he have to take his hand off the steering wheel?
It is difficult to predict the development because it very much depends on battery prices, infrastructure and political decisions (e.g. charging infrastructure). At this point in time we see that battery trucks will be used for distribution, construction and regional haul. For longer distances we will probably be dependent on combustion engines for many years to come which includes the use of alternative fuels as HVO or bioLNG (liquid biogas). What about hybrid solutions for long haul? Could it be an option to reduce emissions, or is there too little gain in relation to the investment?
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22 | LAUNCH PAD II Some functions in the side display can’t be accessed from the steering wheel buttons, e.g. some third party apps, some body builder apps and some sett ing functions in some submenus. Can the emergency braking function recognise (moving, or non-moving) pedestrians? The collision warning with emergency brake is designed to detect and react to vehicles such as passenger cars, trucks etc. Is the Independent Front Suspension (IFS) still offered by Volvo Trucks? The Volvo Dynamic Steering has become popular and has more or less replaced the IFS, even if it cannot be seen as the same thing. This means that the IFS isn’t available anymore. It looks like all the OEMs need some kind of new “zero emissions” technology urgently, in the next couple of years to conform with extremely strict EU legislation. Electric and fuel cell heavy duty trucks do not appear to offer any realistic/sustainable solution in the short term. Are you perhaps evaluating some other technology? Some people put a lot of hope in a hydrogen combustion engine. What about Volvo’s plans in this direction? Volvo Trucks set some years ago a vision ”Zero emissions” and we strongly believe that this is the direction we need to go. We also believe that it important to act now and our two way strategy is energy efficiency and alternative fuels. Our new I-Save is a great opportunity already today to reduce both emissions and fuel cost. We also offer today a range of alternative fuels including LNG and Battery electric vehicles. Going forward we see that we must rapidly reduce the usage of fossil fuel and increase alternatives such as Bio-LNG and HVO. We also believe in the growth of electric vehicles and the need for electricity from renewable sources as well as a rapid development of the needed infrastructure. In the longer term we also see a potential for hydrogen either in a fuel cell or a combustion engine. But we need to remember that in order to move quicker towards climate neutral transports, the whole value chain needs to co-operate and supporting policies need to be in place. *Subsequent to the writing of this article, the Volvo Group and Daimler Trucks formed a joint venture to invest and develop fuel cell/ hydrogen technology. FLEETTRANSPORT | MAY 20
Text: Torbjorn Eriksen
FINANCE | 23
Financial Planning is essential
T
ransport firms that survive and prosper all produce budgets, forecasts and fi nancial plans so that operational reality is transferred into fi nancial data. Both profitability and cash flow analyses are necessary in order to optimise returns but also to reduce business risk to acceptable levels. The role of the business owner or manager is to outline the market and operational strategy of the business. It is the function of the accountant to interpret this information and prepare realistic, accurate and timely budget and plans. The business owner can see the issues facing the business, very often lack of change or inability to change can lead to a downfall. Th is has occurred even in well established businesses where the misconception was that core customers and value will remain permanent. Post-Coronavirus crisis this will most defi nitely be the case. Very often the business owner without a business plan, without clear objectives to strive for and with continuous cash flow concerns, loses his/her focus or drive in improving their business position. The support of the accountant to independently assess what the problems are is required. Margins are extremely tight in transport and if a business is to be profitable it’s either by being a niche player with medium turnover or a low cost/high volume company that dominates a sector of the market. In devising financial plans and reviewing the practices of profitable Irish road transport Text: Donal Dempsey - donal@fleet.ie
companies, here are five key elements to profitability: • Attention to Detail • Quality of Service • Lowest Cost • Financial Planning • Self-Belief Attention to Detail: Regardless of turnover or size highly profitable transport firms have systems in place that monitor and report on all operational aspects of their business. To get a proper margin from transport, it is the fi ne detail analysis that makes the competitive difference. Getting the business process right and monitoring it closely reaps rewards. Quality of Service: Any transport firm that aimed for inferior quality to get short term profit exited the market quickly. Transport fi rms are only as good as their last load but if that service and quality is high then the opportunity to reap long term business exists. Lowest Cost: Profitable firms can pay quicker and get lowest cost on any item they use, be it diesel, maintenance, vehicles and equipment. The purchasing strategy comes from the top down, it’s not the meanness of the owner but their correct belief that their business exists to maximise profit and personal gain for themselves, not a community employment project. Th is may seem harsh in the current climate but it’s the fi nancially strong business that will survive and grow in this crisis. Financial Planning: Every highly profitable transport business invests heavily in financial planning and reporting. Business strategies
cannot be created without being accurate, timely and relevant. Such businesses look at the fi nancial control function in the business as a profit centre, as opposed to an overhead. The accountant is tasked with duties to add to business profitability and development which are reviewed continuously on current performance and future strategies to warrant their cost. In this time of crisis this function will be all the more important. Self-Belief: Profitable transport businesses are run by individuals that say “why not” not “why”. They review past information but forge ahead based on real time data and projections that they constantly review and update. Self belief is apparent in many ways. If a new line of business is undertaken and real time weekly and monthly management accounts show lack of profitability, work will cease, even if it was instigated by the owner. When tough business decisions are needed, self belief allows the owner to forge ahead with actions that may mean personal friendships are lost. In business, confidence is the single biggest success att ribute and this will be all the more apparent during and after this COVIS-19 crisis. Accountants will review plans and give an unbiased opinion as to its financial viability. If fi nancial institutions are involved the accountant will assist and clarify as to how far they will support the business. Even in the current economic crisis there is no excuse for lack of planning. The process will add to any business, regardless of current fi nancial position. Remember: “If you fail to plan, you plan to fail”.
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24 | MILESTONE
Volkswagen Caddy - 3 million models sold across 4 previous generations
A
s the popular Volkswagen Caddy enters its fifth decade, Volkswagen Commercial Vehicles has pulled the covers off the fi ft h generation – and at the same time taken a trip down memory lane of the story so far. The Caddy – originally known as the Rabbit Pick-up - fi rst rolled off the production line
in Pittsburgh, Pennsylvania in 1978 and has since gone on to sell over three million models across four generations.
media last February, featuring advanced technology, more safety systems than ever and dimensions perfect for deliveries.
Over the past 40 years, the Volkswagen Caddy has been the perfect companion for families and businesses – big and small – all over the world. The story continues with the fifth generation Caddy unveiled to the world’s
To celebrate the new model, Volkswagen Commercial Vehicles has created this historic walk through the Caddy’s distinguished heritage from North America to Poland via South Africa and Spain.
Timeline for the Caddy from 1978 - 2020 Caddy 1: 1978-1992 Total worldwide sales: 207,000 The Caddy story begins in the USA, where it was launched in 1978 as a Pick-up known as the Rabbit and produced at the Volkswagen Westmoreland Assembly Plant near Pittsburgh, Pennsylvania. The versatile vehicle was brought to Europe in 1982 and built in Sarajevo where it was rebadged as the Caddy. With an impressive load bay of 1.83m, customers could opt for a cargo bed hard top made of glass-reinforced plastic (GRP), turning the pick-up into a small urban delivery van. Also already being offered in the 1980s were caravan-style add-on units that turned the Caddy into a compact camper. In Europe production of the first Caddy – based on the Mk1 Golf – ended in 1992 but it continued to be produced at the South African factory in Uitenhage until 2007. Worldwide more than 207,000 of the fi rst-generation Caddy were produced. Caddy 2: 1995-2003 Total worldwide sales: 520,000 (inc. SEAT Inca/Škoda Felicia) The second Caddy debuted in 1995 and was based on the SEAT Ibiza and Volkswagen Polo. It was twinned with the SEAT Inca and made on the same production line at the Martorell plant near Barcelona. Following the success of the hard-top conversions of the original, the Caddy 2 was made as a panel van and high-roofed estate, making it ideal for everyone from couriers to manual trades and service providers. Volkswagen offered the Caddy 2 exclusively with wing doors and an increased cargo capacity of 2.9 m3. In 1995 with the ‘Vantasy’ concept vehicle, Volkswagen unveiled a first conceptual taste of subsequent Caddy campers. In 1996 the Caddy Pick-up launched, a sister vehicle to the Škoda Felicia and produced in the Czech Republic. In 1997, there followed the Caddy Family, a forerunner of the later compact MPVs. By the time it was discontinued, around 520,000 drivers had opted for a second-generation Caddy or an almost identical Volvo FM SEAT Inca or Škoda Felicia model. FLEETTRANSPORT | MAY 20
MILESTONE | 25 Caddy 3: 2003-2014 Total worldwide sales: 1.6 million The third generation of the Caddy was a completely new model when launched in 2003, based on the Mk5 Golf and original Touran, and production moved to its current home in Poznan, Poland. Featuring a 3.2m3 cargo bay, it was the fi rst time the Caddy had a choice of rear wing doors or a large tailgate. The Caddy developed from a panel van and estate into a compact MPV with a flexible seven seat configuration ideal for young families. The Caddy Tramper followed in 2005 – the fi rst compact camper – while the Caddy Maxi arrived from 2007. With its extended length from 4.41m to 4.88m, the larger load capacity proved a hit. At over 856,000, Caddy 3 sales figures soared between 2003 and 2010. With this success came a major model update featuring a new design and the latest technology. All versions now came fitted with ESC, while optional 4MOTION all-wheel drive was a fi rst in its class. In 2013, the Cross Caddy, was launched as a compact MPV/SUV crossover with robust exterior panels and
all-wheel drive. When the third-generation Caddy made way in 2015 for its successor, it had achieved total sales in 11 years of over 1.6 million.
Caddy 4: 2015-2020 Total worldwide sales: 722,000 Volkswagen Commercial Vehicles launched the fourth generation in 2015 with panel van, estates and compact MPV options, and a range of two, five and seven seat configurations for complete customer versatility. The all-wheel drive Caddy Alltrack – a successor to the Cross Caddy - followed soon after alongside the Caddy Beach. The Caddy 4 was a big step forward for comfort and safety enhancing driver assistance systems, including City Emergency Braking, ACC Adaptive Distance Control and Driver Alert. In March 2018, Volkswagen Commercial Vehicles broke through the two million mark for Caddy 3 and 4 models produced in the Polish Poznań plant. Up to the end of 2019, around 722,000 of them were accounted for by the Caddy 4. Caddy 5: 2020The latest Caddy was unveiled in February 2020, over 40 years since the original USA launch and three million units later. The innovative Caddy 5 features a big upgrade in technology, connectivity and safety and is built from the ground up on an all-new platform. In Caddy, Cargo and Maxi form, load space ranges from 3.3m3 to 4.0m3 – enough for two Europallets loaded sideways. The new ‘Innovision Cockpit’ provides smartphone connectivity while six of the 19 driver assistance systems are new.
Text: Jarlath Sweeney - editor@fleet.ie
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26 | LONG TERM TEST
TEST DRIVE REPORT
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t has now been five years since an old face with a new name returned to the marketplace. Following the takeover by the SAIC Group of the LDV Maxus business, the Chinese company modernised its light commercial vehicle, the V80, and broadened its sales from Asia into Europe. The V80, originally called the Maxus, is primarily the same vehicle that LDV, a long established British LCV manufacturer codesigned with Korean brand Daewoo over 15 years ago with plans for joint production and sales globally. Daewoo withdrew from the project, due to its acquisition by
General Motors, which in turn exposed LDV fi nancially. The Birmingham brand, best known for the Convoy/Pilot and Sherpa models then attracted interest from the GAZ Group in Russia, which had similar mass production objectives following fi nancial restructuring, however these ambitions never materialised. That was in 2006, two years after the Maxus was launched. SAIC then purchased the LDV assets and began producing the Chinese version of the Maxus, renaming it the Datong for the Asian markets. Indeed over its lifetime in Asia, the Maxus has woren several different badges such as the MG V8 and Weststar LDV (Malaysia) and Fargo Fora in Turkey. With production
coming to an end, now might be a good time to invest in the well-equipped run out models. Many within and outside the commercial vehicle and distribution industries see the LDV as a budget brand, which is no bad thing. See what Dacia has achieved over the years, with the Romanian built Renault owned marque having changed many consumers’ mindsets with its ‘why buy used when you can afford to buy new?’ marketing angle. Currently, the V80 model line-up has many variants - panel vans, tipper, dropsides, box bodies and chassis/cab platforms plus of course the electric EV80, which has taken off both in Ireland and the UK. As well as minibus versions, there’s also a model that combines commercial and passenger usage. That is the 7-seat Crew Cab, an example of which Fleet Transport has had on long term test (from importers, The Harris Group) for the past number of months. We have become used to its quirkiness aspects, especially the centrally mounted speedo display, which although out of the driver’s direct line of vision is not too inconvenient (it must have reduced production costs when expanding assembly from left hand drive to right). Power wise, the Euro 5 Stage B 2.5L Eco-D turbo with its 136 PS and 330 Nm hasn’t been found wanting at any time. But there are two downsides to this motor, supplied by VM
FLEETTRANSPORT | MAY 20
LONG TERM TEST | 27 Motori (Italy) – it’s noisy and not very fuel efficient – 7.35 l/100 (32mpg), which could be better. Up through the six speed gearbox is a normal transition but the cruise control sett ing is a litt le different in that it’s engaged by pressing a button on the dash to set the speed and cancelled with a touch of the accelerator or foot brake. As discovered, don’t leave the key in the ignition overnight as it drains the battery significantly. Interior room is not an issue even with two adults sitt ing on the bench seat along the driver. Likewise the 4 seater crew area has plenty of leg room (and a radio speaker and 3-pin plugs fitted in this section. Behind the padded bulkhead is a large storage area on this long wheel base model. For a so-called ‘budget’ vehicle type, the V80 comes well equipped with air-con, passenger air bag, reversing sensors, electric/heated mirrors, ABS, EBD and ESP to mention just a few. Forgot to include Bluetooth and USB connectivity. On the road, this LDV is as good as any other. It excels as a multi-purpose load carrier that serves its owners well. Despite the Harris Group’s best efforts, not enough people know about LDV and when replying to their queries on what its origins are, they still seem puzzled on the fact that a Chinese vehicle is sold here (some didn’t take any notice and thought it was a Transit!). Well, be prepared for the second phase of the Chinese revolution over here, in the UK and other parts of Europe where Maxus is sold. An all-new 3.5 tonne light commercial vehicle range (seen by Fleet Transport) is about to be launched and certainly looks the part, bringing LDV/Maxus well into the 21st century. Badged the Deliver 9 it will feature both diesel and electric powertrains and a lot more. Back to the V80, and while it may seem outdated to many at this stage, its cover price will outweigh any negativity. Not least as it is backed by a five year warranty. Another beneficial aspect is that the Harris Group can specify and equip any body type and/or fitt ing that the customer needs, with expert advice on what’s best to use. Since acquiring LDV, SAIC has invested more than €2 bn in the brand, continuously developing and innovating the V80/EV80, sett ing a good platform for the brand to progress further, worldwide. Text & Photos: Jarlath Sweeney - editor@fleet.ie ti
www.fl fleet.ie ti
28 | SHIPPING & FREIGHT
Arrival of new vessel and of COVID-19 spark Stena Line changes
F
ollowing the introduction of the Stena Estrid on the Line’s Dublin Holyhead route in January, the second vessel in its e-Flexer series, Stena Edda arrived in Belfast eight weeks later. She has taken up service on the Belfast/Birkenhead route displacing the significantly lower capacity, Stena Lagan. frequency to twice daily. The Viscentini built Stena Lagan, a sister ship of several vessels operated by various lines on Irish Sea services, has been sent to a yard in Turkey where she is being cut in two and a 36 metre piece inserted. On completion, the vessel will be 222.6 metres long and freight garage capacity extended from 2200 metres to 2875 metres. Cabin and car capacity are also increased. Later this year a third e-Flexer will be delivered, releasing the Stena Mersey to sail to Turkey for similar modification. As the COVID-19 reduction in passenger and freight traffic took hold, Stena reduced capacity on the Belfast/ Birkenhead route by taking the freight ferry Stena Forecaster out of service, reducing
The collapse of passenger traffic on ferry services throughout Europe forced Stena Line to close two Scandinavian routes, that operating between Oslo and Frederikshavn, and the Sassnitz/ Trelleborg route. The latter service was one of the last train ferry services operated by the line. Stena is receiving temporary Irish Government support in the operation of its services ex-Rosslare to Fishguard and Cherbourg. Irish Ferries is receiving similar support on its Rosslare/Pembroke service and on its Dublin/Cherbourg service, as is Brittany Ferries on its Rosslare/Bilbao service.
COVID-19 cargo boom for Aer Lingus and other Carriers
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s the COVID-19 pandemic swept across the world it quickly became clear that airline passenger traffic volumes would collapse and that this would have a serious effect on the fi nances of carriers, large and small. In Europe, regional carrier Flybe closed, severely affecting the connectivity of regional airports throughout these islands. In early April, Luft hansa closed its Cologne based low-cost airline, Germanwings, and ceased almost all activities at its Dusseldorf based, Eurowings. Dublin based Cityjet, which operated services on behalf of several airlines, including Aer Lingus and SAS, went into examinership. There are also doubts about the future of Stobart Air. The reduction in passenger service frequencies led to serious shortages of capacity for shipment of cargo on a few routes and the established cargo carriers were unable to meet the demand. Aer Lingus/IAG Cargo was one of the fi rst carriers to respond to this by chartering aircraft from its Airbus A330 fleet to forwarders
and cargo owners who could fi ll the below deck holds with up to 25 tonnes of palletised cargo. Most of the cargo was protective equipment for healthcare workers from Chinese manufacturers and it quickly became clear that such cargo could also be packed to fit for stowage in the passenger cabin. Several airlines followed suit with some, including Air Canada, removing the passenger cabin seats to enhance capacity. In April, Aer Lingus/IAG Cargo scheduled daily services from Dublin to New York and to Chicago using A330 aircraft and carrying mainly pharmaceuticals while also looking into how to use the smaller A320 fleet as cargo carriers.
Liebherr Container Cranes secure Moscow Rail terminal order
T
he Kerry based Liebherr Container Cranes Ltd. factory has secured an order to build and supply two Rail Mounted Gantry (RMG) cranes to the 660-hectare Vorsino Intermodal Freight Village close to Moscow. The cranes, each with a span of 32 metres and safe working load of 45 tonnes, will be built at its Killarney plant and be shipped from Cork in large pre-assembled components to St. Petersburg for onward shipment to Moscow by road. When installed the new RMGs will bring up the terminal capacity to over half a million TEU per annum. German headquartered Liebherr Container Cranes Ltd. has a FLEETTRANSPORT | MAY 20
Russia mixed sales and service company, Liebherr-Russland OOO and this operates under the direction of Regional Sales Director, Declan O’Sullivan. Text: Howard Knott - howard@fleet.ie
COMMENT | 29
After COVID-19, a whole New World – perhaps?
A
s we entered 2020 much of the world was concerned with how best to deal with the climate change emergency, while businesses throughout Ireland were concerned with the fallout from Brexit. The logistics industry was impacted by both of these concerns but with the additional factor of driver shortages and pressure on margins as business growth slowed. COVID-19 was nowhere on the horizon, only a footnote in the newspapers and a health issue in some faraway Chinese city. By the end of March, how that changed, with the world’s population in various states of lockdown and goods that were deemed to be non-essential going nowhere. Did the world come to a stop? Of course not, because as cafes and restaurants closed, food stores became ever busier. Our habits changed - shopping baskets overflowed with products such as household flour as customers discovered that they were no longer time-poor and rediscovered the joys of home baking. Meanwhile the home computer ceased to be a device for booking break-aways and switched to being the family’s main shopping tool. It is, perhaps, something of an irony that the crisis has been instrumental in teaching the “grey” generation to love the laptop, Twitter, WhatsApp and all those communications tools that their children and perhaps grandchildren had spent so much time over the years trying to encourage them to use. By an extraordinary stroke of luck, as the shutdown deepened in Europe business in
From where I'm sitting - Howard Knott - howard@fleet.ie
China began to re-open, allowing essential healthcare supplies to begin to move to Europe. More locally, people put their minds and abilities towards solutions to help with the crisis. Library 3D printers were repurposed to make face masks, a sailmaker in Cork started manufacturing hospital gowns, while pharma companies and research labs got stuck into developing a vaccine that would control the global pandemic. Th roughout the crisis there has been much focus on supporting healthcare and other essential workers, although while not wishing to strike a slightly sour note, I could not help feeling that the optimism among the logistics community that this crisis would make everyone appreciate the huge efforts made by drivers, warehouse operators, ships’ crews, and all other staff who make the Supply Chain function, would not be borne out. While drivers carrying out the last mile delivery to shops and people’s homes are somewhat in the public mind, the drivers hauling those grocery products from the far reaches of Europe are easily forgotten. Not though by their families, who worry about unpredictable border closures and diminished truck-stop facilities, never mind the heightened risks to their own health. Writing in The Irish Times about the way out of the crisis, Irish Exporters Association CEO, Simon McKeever said in relation to transport and logistics. “We see the trucks, trains, ships and planes, but do we ever actually take notice of them? It’s a sector that gets largely taken for granted and yet none of the physical goods we export or import would get to their
destination, nor would our weekly groceries, household items or online purchases get to the consumer without the arterial support provided by the logistics and freight industry. The sector has been designated an essential service by the Government and rightly so. But with its multitude of players of all sizes, with its domestic and international companies, it is going to need support. We are seeing an overall reduction in volume in transit, which will inevitably lead to diminished capacity and increased rates, and unfortunately potentially fewer players in this sector. In a restart, we will need this industry and all its component parts.” It is reassuring to know that there has been very active engagement with all elements in the Supply Chain by the Department of Transport and that they are aware of the issues here. It remains critically important that once things become more normal, economically and politically, this sector is not forgotten again. The last thing that anybody involved in any aspect of international trade needs is a Brexit that is untidy and not fully thought out taking place at the end of 2020. It is, perhaps, reassuring that the UK’s Revenue & Customs service has announced that traders will be able to use the Customs Clearance platform (Chief) after the planned close-down date of end September, enabling everyone to get their interface with the new Customs Declaration System properly sorted out. A 2021 date should work for this, provided, of course, it was in advance of fi nal Brexit. www.fleet.ie
30 | HEAVY DUTY
By Milan Olšanský, ITOY, Czech Republic
Nothing stops Tatra – literally!
T
atra Trucks, the third oldest heavy commercial vehicle brand in the world, has so far successfully faced down the global COVID-19 Coronavirus, while meeting all the necessary Government measures to protect the lives and health of Czech Republic’s population. When the Czech Government adopted the first major nationwide security measures, its main motive was not only to safeguard the population but also to keep industrial production running. Within a few days, however, there was a complete shutdown with the declaration of an emergency state and interruption of work in automotive factories in the country. While this is understandable, it did not bode well for economic reasons. FLEETTRANSPORT | MAY 20
Tatra Trucks did not interrupt its production, running at full capacity at its Kopřivnice plant. For good reason: to supply and support the operability of Tatra vehicles to the Integrated Rescue System (IRS) of the Czech Republic and the Army of the Czech Republic (ACR). At the same time, however, the oldest Czech and Central European auto manufacturer made a special effort to protect workers from the spread of disease caused by Coronavirus. Tatra vehicles form an important part of fi re-fighting rescue units and the Czech Republic’s Army fleet. Its specially built trucks also serve around the world. Tatra vehicles in various designs and specifications fulfil their tasks in many fire, rescue, military and special fleets with customers around
the world, including superpowers such as Russia, China and the USA. Incidentally, the second largest worldwide user of Tatra heavy trucks is the Indian Army, which has over 7,000 units in operation. “Within the entire dealer and service network, including the Tatra Trucks service center in Kopřivnice, the highest priority has been set for the service and repair of Tatra vehicles performing tasks in the IRS and ACR units. At the same time, vehicles delivered to independent workshops are continuously monitored. For these vehicles, the Kopřivnice factory also ensures the priority delivery of the necessary spare parts to the maximum extent possible,” said Iva Hovadová, Director of After-sales Services.
HEAVY DUTY | 31
The ultimate Fire Fighting Special – TATRA TIGON
The ultimate industrial vehicle TIGON, the result of cooperation between Tatra Trucks and Rosenbauer.
T
atra Trucks joined forces with Rosenbauer, one of the world’s largest fi refighting body and equipment manufacturers, to create the unique Tigon fire tender vehicle. This is another customer orientated project using the Tatra chassis, cab and gearbox, if required. The Rosenbauer Group, supplies a high-performance Volvo D16 engine (which is standard for Panther airport fi refighting specials), an Allison 4800 retarder automatic transmission, and a special power take-off housing built onto the Tatra 815-7V0RC6.45A chassis 8x8.1R (Force). The result of the collaboration is the Tigon Special, its high-quality fi re truck which is unprecedented in the global automotive market for industrial vehicles. The fire and rescue vehicles segment is significant from the point of view of production at Tatra Trucks. In recent years demand for these specialist vehicles has reached between 10 % to 15 % of its annual output. Tatra firefighting specials are highly appreciated by experts and customers alike, not only in terms of high throughput in almost any terrain, but also in terms of driving stability and efficiency of operation. Long-term development of the chassis includes the “Tatra Concept Vehicles” platform and its pneumatic suspension
system on all axles. With a combination of suitable shock absorbers and stabilisers, a high driving stability is assured on any surface including smooth asphalt, when approaching sharp turns or sudden changes of direction. All these qualities are absolutely essential in terms of reaching the point of deployment in the shortest time possible and the effectiveness of the intervention itself. In addition, the Tatra chassis is not at a loss of comfort for the crew. Th is is another significant added value that is appreciated. Almost 3 metres wide! The four-axle special Tigon impresses with its 24.00 R21 tyres, its 4490 mm wheelbase, and also its external dimensions. It is 12,285 mm long, has a total width of 2,900 mm and a total height of 3,700 mm. Within the Tigon range, four-axle or five-axle configurations are available. In particular, the overall width of the vehicle suggests that this is a completely ultimate fi re engine designed for interventions primarily offroad in industrial facilities, mining works and similar construction type areas. The total permissible weight of 43 tonnes and the requirement for high acceleration and a fast top speed (120 km/h) is where the Volvo six-cylinder diesel comes in with its maximum output of 515 kW/700 hp and a maximum torque of 3260 Nm. The original four-door cab from the Tatra Force (1 + 2 + 2) is modified, specifically
without the engine tunnel cover (which is located in the space behind the cab), giving the vehicle a favourable overall height. Airport certification Within the agreed pre-production programme, the Tigon prototype was extensively tested to verify that the parameters necessary to meet the certification of fi refighting vehicles suitable for airfield operations have been met. The truck fully load passed the tests at a defi ned speed within a confi ned space and excelled in the avoidance manoeuvring trial, the hard brake test, plus the static and dynamic tilt. Tigon is built on the Tatra Force chassis and used in Tatra’s other rescue, fire and military vehicles. “The most important feature is the rigid backbone and from our perspective, a clutch-independent auxiliary drive (PTO), which means that Tigon enables a fi refighting system called pump-and-roll in our industry - while driving the vehicle,” explained Daniel Hofstäter, Manager of the Rosenbauer Industrial Vehicle Division. Water and foam The superstructure, which is a Rosenbauer product, uses aluminum material in the form of laser-cut panel pressings, reinforced spatial elements and specially structured other lightweight parts. Both the main water tanks www.fleet.ie
32 | HEAVY DUTY The cab interior is equipped with all necessary special equipment.
(9 000 litre) and the technical foam storage (9,000 (3,500 litre) are made of polypropylene and are capable of transporting drinking water if necessary. The superstructure is mounted on the chassis subframe using flexible silent blocks. The fi re extinguishing system includes a
standard Rosenbauer N80 pump with a working pressure of 10 bar and a capacity of up to 8,000 l/min, and a Rosenbauer H5 high pressure pump with a working pressure of 40 bar and a capacity of up to 500 l/min. Tigon uses Rosenbauer’s Hydromatic and Rosenbauer Fixmix 2.0E systems to work with fire extinguishing foam.
Targeting and discharging extinguishing agents is handled on the roof by the electrically operated newly developed Rosenbauer RM 80C with a maximum output of 9,500 l/ min at an operating pressure of 10 bar. The extinguishing agent stream is electrically controlled, it can be thrown in full or half capacity. The impact of extinguishing media, according to elevation angle (-20 0 to + 70 0) up to 100 m, has the ability to rotate by 3600. The Rosenbauer RM 15C is located just in front of the bonnet of the cabin. It is again electrically controlled, and has a maximum output of 20,00 l/m at an operating pressure of 10 bar or 540 l/min at a pressure of 40 bar. Depending on the elevation angle (-40 0 to +80 0) it is able to dispense extinguishing agents up to 70 m from the vehicle, the ability to rotate 330 0. “We are really proud of Tigon. It is literally a groundbreaking vehicle that can be used in any terrain and under any conditions,” added Andreas Zeller, Rosenbauer’s Sales Director & Board Member.
Titan Fire Tender on the Force chassis
Durable vehicles Titan replaced in the service of firefighters and rescuers special modified from military tracked tanks. FLEETTRANSPORT | MAY 20
HEAVY DUTY | 33
T
atra Tr uck ’s CZS 4 0 Titan, often termed as ‘hardened’ fire engines are rather special vehicles, thanks to the Tatra chassis and the THT Polička fi re truck superstructure. The eight-wheel chassis T 815-7M0RC1.371 with permanent all-wheel drive is fitted with a Cummins ISM 500 liquid-cooled in-line six-cylinder engine that offers a maximum power of 373 kW/507 hp at 1800 rpm. All chassis differentials can be mechanically locked, the axles are suspended by a pneumatic system in combination with torsion stabilisers. The chassis allows the operator to change the overall and clear height sett ings from the driver’s seat. All four axles are steerable, with both rear axles hydraulically rotated up to 30 km/h, based on the electronics evaluation. The system can be deactivated from the driver’s seat. There is also a central tyre inflation system. Allison’s 4500R transmission is fully automatic with hydrodynamic converter, integrated retarder and motor brake. The Hydrocar EFP-1 auxiliary drive with pump and roll function is used to drive the pump, so pump performance is not dependent on engine speed. The Titan engine compartment is fitted with an automatic fire extinguisher that is manually triggered by the driver. The four-door pressurized hermetically sealable armored cab is protected to mechanical damage to the level of ballistic protection level 2a / b according to military standards, thereby withstanding the explosion of anti-tank mines with loads of up to 6 kg TNT, below the wheel or at the centre of the chassis. At the same time, it protects against the effects of external contamination by chemical, oil or toxic substances, including combat poisoning or biological agents, by means of a fi lterventilation device.
The eight-wheel chassis T 815-7M0RC1.371 with permanent all-wheel drive is fitted with Cummins ISM 500 liquid-cooled in-line six-cylinder engine.
driving and extinguishing), the second then the driver’s cab and body. Tatra Titan can wade through calm water to a depth of 1,200 mm. At the front and rear of the chassis, there are attachable elements in the frame compartment to rescue and tow the truck at its maximum weight. The Alco APF 2 buffing nozzle achieves a flow rate of 1,000 l/min and allows water and foam extinguishing. The spray direction is followed by the camera and transmitted to the monitor within the cab. The outer shell of the purpose-built body has increased resistance to mechanical damage, especially when passing through forests or building rubble. At the top there is a telescopic mast with a maximum height of five metres above ground level equipped with a camera, thermal imager and laser
rangefi nder. Additional cameras located on the rear and on both sides are protected against mechanical damage and have IP64 protection. All records can be transferred over the internet to a mobile device. The withdraw-able carriage nozzle Alco APF 3 is fi rmly integrated, its nominal flow rate is 4,000 l/min. It allows water extinguishing and is equipped with a camera monitoring the spraying direction. The image is transmitted to the cabin. The operating range of the nozzle is ± 165 ° horizontally and –55 ° to 70 ° vertically. The 12,000 litre tank for extinguishing water is made of stainless steel. Titan is 11,000 mm long, 2,550 mm wide and 3,300 mm high. Ground clearance is 450 mm (under axle 390 mm). On open roads the Titan can travel at a speed of 90 km/h.
A look into the interior of the Titan cab reveals the controls of the driver and commander.
Opening and closing of all doors is reinforced pneumatically from the chassis air system. Air, fuel and oil pipelines are led through a metal pipeline or are protected by metal sleeves or fi re-resistant sleeves with a selfextinguishing layer. The water spray nozzle system provides additional radiant heat protection. It is divided into two circuits - the fi rst one protects the rubber parts (tyres, air suspension and distribution important for Text & Photos: Milan Olšanský
www.fleet.ie
34 | SOAPBOX
Proud to Serve
L
ike the Silent Service, the Road Transport industry has suddenly emerged from the murky depths nto the nation’s consciousness. into nternational travel by air, sea, road and rail International as all grounded to a halt, but the trucks and has drivers keeping our food, medical and other vital supplies flowing have been found to be just as essential as the front line workers dealing with the pandemic.
However, unlike the Personal Protective Equipment (PPE) arriving at Dublin Airport from China and getting an Army and Garda escort, road transport operators have been left to survive the hazards virtually on their own. Meanwhile at European Union level, too litt le was done at the early onset of this pandemic to improve drivers’ welfares, with a failure to act quickly enough. Th is resulted in nation states taking unilateral decisions to introduce temporary changes at their borders, with each individual country demanding reams of differing paperwork to prove the truck was allowed to pass their borders and the driver was of good health. At least here in Ireland An Taoiseach thankfully acknowledged the haulier’s role. However the same could not be said of Department of Transport, Tourism and Sport (DTTAS) and more particularly the Road Safety Authority (RSA). Though road transport operators are regarded as essential service providers, it seems the RSA is unaware of what is actually required to keep the industry running. As in, trucks need servicing if they are to continue operating. And to service them, garages need to be open and operating. FLEETTRANSPORT | MAY 20
t in week four of the lockdown, As I write this the RSA is fi nally ‘contacting’ truck dealer service cen centres to see if they are willing to service veh vehicles in the event of a requirement for essentia essential repairs. Th is came about only after inten intense pressure brought by the Irish Hau Road Haulage Association (IRHA) on Government. Compare this with the Aer Lingus fl ight which was taking off to go to China to collect PPE when it was subject to a bird strike and was forced to return to Dublin Airport. It was back in the air a mere two hours later. There was no requirement there to call the RSA to get permission to fi x the aircraft . So just what is the difference between one essential service and another? The IRHA has been contacted by a number of garages over the last four weeks advising that they were willing and able to provide essential maintenance services but that such services were not deemed “essential”. (We know that the majority of truck dealers had undertaken a call-out service from the early stages of the pandemic but that is a different matter). The nation’s health has its NPHET (National Public Health Emergency Team), but there is no such body for transport’s ‘essential service’ providers. Instead we have had endless tedious lobbying and explaining the needs to get what should have been put in place in the fi rst place. Unfortunately, this still hasn’t happened at time of writing.
Green’s out of touch with reality? Speaking this week at the European Union’s (EU) Transport Committee to discuss the Mobility Package, the only thoughts of Ireland’s Green Party MEP Ciaran Cuffe, (unlike some of his fellow MEP’s who were fulsome in their praise and support of transport sector) were to castigate. Not one word of praise or support for the work currently being undertaken to deal with the pandemic was mentioned by him, sadly. One would have thought that, as an elected representative serving on the EU’s Transport Committee, he would have spoken with industry representatives to lobby for our national interests? He seems totally unaware of issues continuing throughout the pandemic relating to drivers being denied access to toilets or being able to wash their hands, in addition to being made to unload their own trucks in complete contravention of the Covid Distancing Guidelines. Drivers survive because they are of a certain breed, being self-reliant people used to working in conditions far removed from ‘The City’s denizens’ and their barista’s. They have to trawl to fi nd somewhere to park up, get a cup of tea and take the required rest break. I know from talking to my colleagues that they are proud of what the industry is achieving, proud to serve the nation. The nation now needs to be proud of the industry.
It’s clear to me that most of the time transport and trucks are seen as ‘The Undesirables’ (as once opined by Hilary Clinton), and viewed by middle society, (including much of the Civil Service), as something to be tolerated rather than nurtured. Text: Jerry Kiersey - jerry@fleet.ie
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